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UNIVERSITY OF ECONOMICS, PRAGUE FACULTY OF INTERNATIONAL RELATIONS DEPARTMENT OF INTERNATIONAL TRADE

Comparison of Intermodal Transport of Germany, Russian Federation and China

(Graduate Work)

Author: Bc. Diana Manukalova

Thesis supervisor: Ing. Eva Křenková, Ph.D.

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Declaration

I declare that I have prepared a diploma thesis on the topic "Comparison of Intermodal Transport of Germany, Russian Federation and China" separately. All used literature and other sources are properly marked and listed in the attached list.

In Prague…… ………..

Signature

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Acknowledgments

I would like to thank the supervisor of my diploma thesis, Ing. Eva Křenková, Ph.D. for professional guidance, patience, valuable comments and also for the time he devoted to my work. At the same time, I would like to thank all the participating colleagues from work who were willing to answer the questions.

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Abstract

The diploma thesis deals with analyzing and comparing the intermodal transport infrastructure in 3 countries: the Russian Federation, Germany, and China. To answer the research question - does the use of intermodal transport differ within one multinational corporation in different countries - a case study methodology is applied, and intermodal planning in the Anheuser- Busch InBev company is investigated through interviews. It was found that the intermodal systems in the three countries differ from each other, as well as the case company´s intermodal planning. Furthermore, current trends and problems that occur in intermodal transport are discussed, and possible proposals for solving these problems are offered. The last part of the work examines new possibilities and potential use of the North Sea Road in the Arctic due to climate change.

Key words: Intermodal shipping, Beer transportation, Logistics, North Sea Road

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List of abbreviations

3PL Third Party Logistics AB-InBev Anheuser-Busch InBev

AETR European Agreement concerning the work of crews of vehicles engaged in international road transport

AGN European Agreement on Main Inland Waterways of International Importance AGTC European Agreement on Important International Combined Transport Lines and

Related Installations APAC Asia-Pacific Region

BIMCO Baltic and International Maritime Council BRICS Brazil, Russia, India, China, South Africa CDC Central distribution Centre

CIQ China Inspection and Quarantine CIS Commonwealth of Independent States CML Core Management Logistic

CO2 Carbon dioxide

CRM Customer relationship Management

DB Deutsche Bahn

DC Distribution Centre

EDI Electronic Data Interchange EU European Union

FBL FIATA Bill of Lading

FESCO Forum of European Securities Commissions

FIATA International Federation of Freight Forwarders Associations Bill of Lading FTL Full truckload

FWB Air Waybill

GDP Gross Domestic Product

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GDR German Democratic Republic ICC International Chamber of Commerce IPR Inward Processing Relief

ISO Intermodal shipping containers

OECD Organization for Economic Cooperation and Development PCC Intermodal Terminal in Frankfurt

PRC Port of Chengdu, China RCH Railway Clearing House ROLA Rolling Highway

RORO Roll on / Roll off SDR Special drawing rights STO Standard Order Transfer TEU Twenty-foot equivalent unit TMS Transport Management System TRA Transport Rail Charter

UGM Cargo Transportation in Aggregated Cargo Places UIRR International Union for Road-Rail Combined Transport UK United Kingdom

UNCTAD United Nations Conference on Trade and Development USA United States of America

USSR Union of Soviet Socialist Republics MTO Multimodal Transport Operator

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Content

Introduction ... 8

1 The Concept of Intermodal Transport... 11

1.1 History and Development of Intermodal Transport ... 15

1.2 Legal Regulations and Transport Requirements ... 19

2 Intermodal Transport in Germany, the Russian Federation and China ... 25

2.1 Analysis of the Mode of Intermodal Transport in Germany ... 25

2.2 Analysis of the Mode of Intermodal Transport in the Russian Federation ... 31

2.3 Analysis of the Mode of Intermodal Transport in China ... 36

3 The Case Study of the Intermodal Transport Planning Within Anheuser-Busch InBev 43 3.1 Intermodal Planning in Germany... 46

3.2 Intermodal Planning in Russia... 52

3.3 Intermodal Planning in China ... 56

4 Problem Areas of Intermodal Transport in Selected Countries ... 61

4.1 Suggestions for Improving the Intermodal Process in the Russian Federation and China ... 68

4.2 New Opportunities Offered by Climate Change at the North Pole ... 73

Conclusion ... 78

References ... 82

List of Tables ... 92

List of Figures ... 93

Attachments ... 94

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Introduction

Currently, there is a dynamic growth and development of trade, expansion of market boundaries and strengthening of international relations, and as a result, there is a growing need for such a direction of economic activity as logistics. Logistics is an integral complex structured system that consists of interconnected elements that represent a single ordered process that ensures the movement of raw materials, material resources, work-in-progress and finished goods.¹ In other words, logistics combines the processes of supply, production, distribution and sales, while being interested in their optimization in order to reduce costs and increase the efficiency of material flows.

In this work, special attention will be paid to transport logistics, which in turn is a connecting link in the "producer - consumer" chain, bringing to the last a finished product that meets all requirements and quality standards and satisfies its needs.² One of the most important and pressing problems of the transport industry is the need for close coordination and interaction of land, water and air transport modes based on the widespread introduction of logistics approaches, automated control systems for the transportation process, the development of new technologies, etc. To solve this problem, in recent years, the term "intermodal / multimodal communication" has been increasingly used, i.e. the use of several types of transport in one shipment. It is more correct to use this term today not as a simple translation of the phrase

“mixed traffic”, but as reflecting a new stage in the interaction of modes of transport based on the principles of logistics.³

Before the actual elaboration of the work, the research question was asked - Does the use of intermodal transport within one multinational corporation differ in different countries.

The main goal of the diploma thesis is to answer the research question by leading steps of comparing the current state of intermodal transport in Russian Federation, Germany and China and evaluate its importance in international trade by examining the process in the 3 countries.

The analysis will be followed by the Case Study AB-InBev and the potential use of the intermodal transport and specially to suggest future developments in this area.

1 BVL. Logistik. 2020. [online]. [vid. 2020-11-22]. Available from: https://www.bvl.de/service/zahlen-daten- fakten/logistikbereiche/logistik

2 BVL. Logistik. 2020. [online]. [vid. 2020-11-22]. Available from: https://www.bvl.de/service/zahlen-daten- fakten/logistikbereiche/logistik

3 Transportica. V chem raznitsa mezhdu smeshannymi, kombinirovannymi, multimodalnymi I intermodalnymi gruzperevozkami. 2018. [online]. [vid. 2020-11-22]. Available from: https://ua.transportica.com/blog/vidy- gruzoperevozok-i-ih-otlichiya/

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To answer the research question, I have adopted following methodologies: analysis of infrastructure for intermodal transportation in selected countries including administration and trade barriers in place, comparison of selected countries ‘analysis outcomes, and a case study of processes in intermodal transportation of a selected company. The case study approach will enable a detailed analysis of processes of a selected company and has been selected as a most suitable method to answer „How? “and „Why? “questions.⁴ Primary data in form of discussion with logistics department from Russia and China, raw data of orders within AB-InBev, figures, transport documents, and other documents created by company will be used. Secondary data such as research articles, web pages, annual report AB-InBev will also be used.

The diploma thesis is divided into 4 main chapters. The first chapter has a theoretical basis, which is necessary for a deeper understanding of the researched topic. The theoretical part of the thesis first briefly outlines the explanation of the concept of intermodal transport, the history and the analysis of all the necessary documentation and legislation. This chapter also explains the basic concepts and units that can be encountered in the field of intermodal transport.

Emphasis is also placed on explaining specific entities operating in the market. The work also explains the process of transport planning, the tasks of the operator and the extent of liability for loss or damage to the delivered goods. It is also important to mention the division of intermodal transport as such, into accompanied and unaccompanied. The theoretical part also deals with the introduction of the most important contracts related to intermodal transport.

Intermodal transport contributes significantly to the overall development of world trade and for this reason, the second chapter deals with this topic. As international trade continues to evolve, this brings with it increasing demands on individual modes of transport. We are no longer just talking about transport, i.e the process of moving cargo between two places, but about transport, which extends this process to a large number of upstream and downstream services, which are already a necessary element of all carriers in today's highly competitive environment. At the same time, however, there is pressure to offer these ancillary services at the lowest possible price. One way to achieve lower cost prices is to choose the right mode of transport. Intermodal transport has a competitive advantage in relatively low transport costs and low environmental impact.

4 Yin, R. Case Study research and applications. Design and Methods. 6. Edition. COSMOS Corporation. 2017.

P 13. ISBN: 9781506336169

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The second chapter aims to analyze and compare the process of intermodal transport in 3 countries. This section also examines in more detail the largest ports in Russian Federation, China and Germany, which play an important role in intermodal transport as well as in international trade. The second chapter also outlines current trends and challenges facing intermodal transport.

The third chapter examines intermodal processes in 3 countries within the company Anheuser- Busch InBev. The elaboration of a diploma thesis on the topic "Comparison of intermodal transport in Germany, the Russian Federation and China" is related to my own interest in this topic. During the work experience, I have high interest in deeply investigation of intermodal system in particular countries which could also help to find answer to the research question in the thesis. The work analyzes the intermodal planning, the frequency of use of a given type of transport and a description of the transport process itself within the company AB-InBev.

The fourth chapter further develops the researched topic of intermodal transport, and therefore follows on from the previous chapter and points to the current problems, obstacles and shortcomings in the development of intermodal transport. Furthermore, in Chapter 4, possible improvements in intermodal planning in the Russian Federation and China are described, which should also contribute to the improvement of the logistics infrastructure in the examined countries. The aim of this chapter is also to focus on the new opportunities that are opening up due to climate change in the Arctic. The potential of the Arctic is far from being exploited yet.

The work will mention the so-called North Sea Road, which is currently opening up due to the melting of glaciers in the Arctic. Now transport is minimally used in this way, because it is still very risky and has its pitfalls, but in a few years, it can bring a complete revolution in the development of logistics. The partial goal of this chapter is to compare intermodal processes in Russia, Germany and China and based on the result of the comparison to show in which country using the intermodal potential is higher. The aim of this chapter is also finding out what new opportunities the melting of glaciers in Arctic will bring and determine the development potential of this area. This part of work may also show whether the opening of new routes in the Arctic will give AB-InBev any benefits.

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1 The Concept of Intermodal Transport

The expansion of distribution channels and sales markets, due to globalization and the development of international relations, has led to an increase in the volume of trade flows carried out through the implementation of various logistics operations, which, in turn, ensure the functioning of the distribution system as a whole.

Transport has been and remains a key link in the logistics chain. A competently planned route, a rationally chosen method of transportation and a vehicle ensure not only the reliability of transportation and maximum safety of the cargo, but also contribute to the optimization of the entire process as a whole, reducing material, time and financial costs, but at the same time, without changing the quality of the supplied goods or services.

The main goal of transport logistics is to ensure reliable transportation of goods to the consumer in the required volume, on time, to the specified place and with minimal costs for the implementation of logistics operations. In other words, logistics is responsible for the formation of the supply chain and ensures the movement of goods from the manufacturer to the final consumer, while optimizing internal and external material flows, as well as the accompanying information and financial flows to improve the level of service, reputation and competitiveness in general.⁵

Thus, the transportation process is reduced to organizing the delivery of the necessary goods to the destination within the specified time frame, but at the lowest cost. For this, the shipper company needs to solve three main tasks:⁶

• selection of the type of transportation;

• choice of the type of transport;

• selection of one or several carriers.

Taking into account all the variety of transported goods and transportation conditions, it is necessary to choose such a transportation method that would provide the best level of logistics service at optimal costs; therefore, freight transportation is divided into several main types.

All transportation can be divided into two large groups:⁷

• direct transportation;

5 HORBENKO, O. Logistic Management. Oldi Plus. 2020. ISBN: 978-289-406-6.

6 LUKINSKIY, V., PLASTUNYAK, I., PLETNEVA, H. Transportirovka v logistike. 2005. ISBN: 5-88996-557-

3.

7 LUKINSKIY, V., PLASTUNYAK, I., PLETNEVA, H. Transportirovka v logistike. 2005. ISBN: 5-88996-557-

3.

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• mixed transportation.

The first group, direct transportation, involves the transportation of a direct message from the point of departure to the point of destination using one mode of transport. The main type of direct transportation is unimodal transportation.

The second group implies multimodal transport, which carry out the process of moving goods from the manufacturer to the final consumer using two types of transport. One of the most used types of multimodal transport is the intermodal transport.

Intermodal transport is a method of transporting goods in which at least 2 types of transport are used.⁸ It is a service of transporting goods in the same freight unit using several different vehicles - for example, by sea, rail and road, without reloading the cargo when changing vehicles. Modern container transport is an intermodal freight transport system using intermodal containers, also referred to as transport containers and ISO (Intermodal shipping container) containers. Intermodal transport refers to the modern technology of transporting cargo in several ways according to one transport document with its transshipment at transshipment points from one mode of transport to another without the participation of the owner of the cargo and under the responsibility of a single operator. In international practice, forms of bill of lading approved by the Freight Forwarders Association (FIATA)⁹ are used for intermodal transport.

Figure 1. Intermodal Process

Source: Force Logistic. Intermodal servises. [online]. [vid. 2019-10-05]. Available from:

https://www.forcelogisticsonline.com/intermodal-services/

Intermodal transport is actually transport in which the main section of the route takes place by rail, inland waterway or sea and whose initial and final sections by road (collection and

8 KOLÁŘ, P. Intermodální přeprava se zvláštním zřetelem na její organizaci a řízení. Praha: Wolters Kluwer

ČR, 2019. 4 s. ISBN 978- 80-7598-415-9.

9 FIATA. Documents and Forms. [online]. [vid. 2020-11-22]. Available from:

https://fiata.com/resources/documents-and-forms.html

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distribution) are as short as possible.¹⁰ In the literature, we encounter the terms intermodal transport and combined transport. The difference between these terms, the definitions of which are given in various literary sources, is only insignificant. In terms of compliance with terminology, we should talk about intermodal transport.¹¹ The term combined transport is more common in Europe and intermodal transport is used more in the world. The uniform term intermodal transport will be used in this work.

Intermodal freight transport involves the transport of goods in an intermodal container or transport unit using several modes of transport (such as rail, sea and road) without any processing of the cargo itself when the regime changes. This method reduces loading and unloading, which increases safety, reduces damage and loss, and also enables faster transport of goods. The general structure and models operated in Europe, in particular by intermodal transport operators, are those which ensure the delivery of an integrated door-to-door¹² transport unit by rail on the main road section and by road transport of the transport unit from supplier to terminal and from the terminal to the recipient.

It will also be important to mention that there are 2 alternatives in a combined transportation:

accompanied and unaccompanied combined transport.¹³

1) Accompanied transport (Rollende Landstrasse/ Rolling Highway – ROLA) - in addition to the transport unit, a truck or an entire combination is also transported by rail.

2) Unaccompanied transport - only intermodal transport units - containers, swap bodies (non-ISO containers) or crane-manipulated semi-trailers, are transported by rail (Figure 2).

10 KOLÁŘ, P. Intermodální přeprava se zvláštním zřetelem na její organizaci a řízení. Praha: Wolters Kluwer ČR, 2019. 17 s. ISBN 978- 80-7598-415-9.

11 RATHOUSKÝ, B., JIRSÁK, P. a STANĚK, M. Strategie a zdroje SCM. Praha: C.H.Beck, 2016. 197 s. ISBN 978-80-7400-639-5.

12 KOLÁŘ, P. Intermodální přeprava se zvláštním zřetelem na její organizaci a řízení. Praha: Wolters Kluwer ČR, 2019. 17 p. ISBN 978- 80-7598-415-9.

13 Novák, Radek a kol. Mezinárodní silniční nákladní přeprava a zasílatelství. 1 výdání. Praha: C.H. Beck, 95 p.

ISBN 978-80-7400-041-6.

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Figure 2. Classification of intermodal loading units (ILU)

Source: UIRR. Report on Combined Transport in Europe. 2020. [online]. [vid. 2020-11-15]. Available from:

http://www.uirr.com/en/media-centre/press-releases-and-position-papers/2020/mediacentre/1675-2020-report- on-combined-transport-in-europe.html

The basis for the economic efficiency of intermodal transportation is the high productivity of transport capacities and the low cost of transportation. The transport and economic efficiency of intermodal transport is greatly influenced by a number of patterns related to general trends in the development of transport, as well as difficultly predicted factors described by the stochasticity of the transport process. It should be noted that some features of intermodal delivery of goods can be represented by both “advantages” and “disadvantages” depending on the position of a particular participant in the transport process. The benefits of intermodal transport mainly include:¹⁴

• High cargo safety (direct contact with the cargo is limited);

• Improving the efficiency of operation of vehicles and handling equipment;

• Reduction in the cost of loading and unloading at transshipment points;

• Reduction and unification of workflow (through the use of through bill of lading, railway-water waybill, etc.);

• Independence from the minimum lot size required for carriage of goods;

• Significant savings in materials and money from shippers for packaging and packaging, as a result of containerization.

14 Drozhzhin, A. Vvedenie v intermodalnye perevozky. Odessa. 2016. [online]. [vid. 2020-05-10]. Available from:

https://www.academia.edu/34653267/%D0%92%D0%92%D0%95%D0%94%D0%95%D0%9D%D0%98%D0

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At the same time, intermodal transportations are poorly adapted for bulk and low-tariff cargoes, due to a significant increase in the cost of transportation for consolidation of cargo packages, primarily containerization - the basis of intermodal transportation. This circumstance is due to the fact that on average about three sets of containers are required for each container ship, the costs of their acquisition should be taken into account when determining the amount of capital investment.

In general terms, intermodal transportation is used when it is necessary to organize cargo transportation in aggregated cargo places (UGM), various means of transport, according to the

“door-to-door” option, in accordance with an agreement between the IPR and its client, providing, among other things, quotation and payment of the through rate. Approximately 90%

of the global container fleet (about 10.7 million TEU) is either owned or operated by container leasing operators.¹⁵

1.1 History and Development of Intermodal Transport

The history of the development of intermodal transport has witnessed fierce competition between various companies acting as organizers of system operators. In addition to the obvious economic benefits, the development of international transport has become an incentive for the development of intermodal transport. The main characteristic of intermodal transport is the free exchange of equipment between different modes of transport. During the period of creation of intermodal transport, there was an intensive development and deepening of the container fleet, so that the rationalization of these systems enabled its more efficient use and increased efficiency of linear transport.

From 1926 to 1947, transportation of goods loaded in vehicles was organized, which in turn was transported on platforms between Milwaukee (Wisconsin) and Chicago (Illinois). Since 1929, the American shipping company Seatrain Lines has been transporting railroad cars on its own ships to operate on the New York-Cuba line. The first stage of containerization.

Containerization received a powerful impetus in the 1950s, when it became obvious that transporting finished goods in container equipment significantly reduced the cost of delivering goods from manufacturers to consumers. This model was first introduced in Australia for about a year, around 1955 between the Telford and Port Augusta mine, however, most general cargo at that time was still loaded onto adjacent modes of transport in separate barrels, crates, and

15 Notteboom, T., Pallis, A., Rodrigue, J. Port Economics, Management and Policy. 2020. New York: Routledge.

Forthcoming. [online]. [vid. 2020-10-28]. Available from:

https://porteconomicsmanagement.org/?page_id=2346

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bags due to the poor mechanization of cargo operations, right up to the beginning of the containerization era.¹⁶ Combined transport actually began to develop in the first half of the 20^th century, with the rapid development of rail transport and the technical improvement of road transport. In 1931, Johannes Culemeyer built the first system for transporting railway cars by road on special low loaders behind the tractor. According to his design, the German companies Wagenfabrik Kassbohrer and Gothaer Waggonfabrik began producing heavy-duty railway transporters in the 1930s. Culemeyer transporters have been patented in Germany and the USA.

Two main types were produced, the smaller with a load capacity of 40 tons and the larger with a load capacity of 80 tons.¹⁷

Figure 3. Culemeyer System Conveyor

Source: Vojenský historický ústav Praha. Přepravník Strassenroller R 40. 2020. [online]. [vid.2020-11-08].

Available from http://www.vhu.cz/exhibit/prepravnik-strassenroller-r-40/

Since the mid-1950s, the further development of containerization was hindered by the lack of a unified system of standards for containers. Crossing the borders of individual countries, certain types and types of containers became inconvenient for transshipment and transportation on vehicles of another country due to mismatch in overall dimensions, carrying capacity, mismatch between capture points by reloading equipment, etc. The need for international container unification became obvious.

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17 Vojenský historický ústav Praha. Přepravník Strassenroller R 40. 2020. [online]. [vid.2020-11-08]. Available

from: http://www.vhu.cz/exhibit/prepravnik-strassenroller-r-40/

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In the 1950s, the commercial use of container shipping in the United States was introduced by Malcolm Maclean. The concept was simple: to use metal shipping containers similar to those used by the US military, but in sizes that would be larger but could still be transported by truck or train (intermodal).¹⁸

In the 1950s, a new standardized steel intermodal container was created based on US Department of Defense specifications and began to rapidly develop freight transportation.

In the 1960s, intermodal transport became the preferred mode of transporting goods with standardized dimensions, weights and container construction. However, this required extensive investment in standardization and infrastructure development. Although the idea of the emergence of intermodal transport arose long ago, it could only be fulfilled in the middle of the last century thanks to the development of the economy and globalization. This relatively simple invention led to a revolution in the world economy and served as an impetus for the development of international trade and world production.¹⁹

Figure 4. Accompanied Combined Transport

Source: Doprava Logistika. Kombinovaná přeprava. [online]. [vid. 2019-10-05]. Available from:

https://www.dlprofi.cz/33/kombinovana-doprava-uniqueidmRRWSbk196FNf8- jVUh4Eo5WmHYoyUcVu9toe6ETmmg/

Shippers and recipients of goods cooperating in modern supply chains are often located not only in different countries but also on different continents. This excludes the possibility of the simplest and most convenient direct door-to-door delivery of goods and requires the creation of a transport chain where goods are gradually transported by different modes of transport.

Meanwhile, many years of competition between different modes of transport, which have independently developed and improved their technologies and services, have made transport largely a separate system in which interaction in the interests of the client has been virtually impossible or extremely difficult. Each type of transport had its own regulatory legal framework with different conditions of the contract of carriage, the forms of documents and the procedure for their implementation, the size of liability. The development of transport technologies was primarily aimed at achieving a sectoral effect, not at simplifying interspecies interaction. Tariff

18 IMC. Malcolm McLean- The Inventor of ISO Shipping Containers [online]. [ vid. 2019-10-24]. Available

from: http://www.imcbrokers.com/blog/overview/detail/malcolm-mclean-the-inventor-of-iso-shipping- containers

19 Kybernetika. Osnova intermodálních přeprav. ISO konteyner [online]. [ vid. 2019-10-05]. Available from::

https://cyberleninka.ru/article/v/osnova-intermodalnyh-perevozok-iso-konteyner

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systems and tariff policies for certain modes of transport have been designed to replace and suppress competitors and not to cooperate with them in the interests of customers. The transport and intermediate storage of goods, loading and unloading, the monitoring of the condition of goods, the re-issuance of documents required the involvement of terminal operators, agents and other ancillary service providers who acted as fragmented carriers of different modes of transport. However, the globalization of the economy and the development of modern supply chains have required the creation of a transport product that combines the services of different modes of transport into the most efficient and convenient mode of transport and based primarily on the interests of freight and not Intermodal transport has become such a product. The first regular railway line Cologne (Germany) - Verona (Italy) was founded in 1972.

For shippers, intermodal transport currently looks like one mode of transport (in English literature, the term "seamless" is used in connection with such transport). The client negotiates with a single operator who takes full responsibility for the delivery of goods, ensures the necessary additional services, agrees with the client tariff "over" and issues the client one transport document for the entire route of goods, acting as the only carrier in the contract.²⁰ Until 1990, the largest operators of developed countries, such as “Sea-Land Service Inc.”,

“American President Lines”, “Hapag Lloyd”, “Nedlloyd”, “Maersk lines”, “Compagnie, Générale Maritime ”,“ Orient Overseas Container Lines ”,“ Neptune Orient Lines ”,“ Yang Ming Marine Transport Corporation ”,“ Korea Marine Transport Co. ” Ltd. and etc. played a major role in international container shipping. Since 1984, the two largest container operators at that time, the United States Lines and Evergreen Lines, opened the first round-the-world container lines using a trunk-feeder route system. In 1988, they were joined by the consortium

“Barber Blue Sea Line”, the company “ABC Container Lines”, “Senator Lines.” In the 1980s, prerequisites arose for even more effective cooperation between sea and land transport (primarily railway), when the well-known shipping operators “APL” and “Sea-Land” began to organize high-speed deliveries by container block trains across the North American continent as part of intermodal systems. Such transportations, it should be noted, were carried out earlier, but in the 1980s they became regular. 48-foot APL container loaded on top of 20-foot. In the 1980s, in the West, the most cost-effective was the introduction of container transportation by special block trains on platforms whose containers are loaded in two tiers, which significantly

20 Drozhzhin, A. Vvedenie v intermodalnye perevozky. Odessa. 2016. [online]. [vid. 2020-05-10]. Available

from:

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reduces the cost of the land shoulder of intermodal delivery. This technology was first introduced by the operators "APL" and "Sea-Land". In 1088, there were already 8 operators in cooperation with 11 US railroad companies, as well as 2 railroad companies that independently dispatched 51 trains per week, each of which transported at least 400 TEU (and in some cases up to 560 TEU) with cargo both domestically so for US foreign trade. Such trains are formed of at least 20 carriage joints, consisting of five platforms for each, of which ten 40-foot or twenty 20-foot containers are loaded. APL was the first containerization company to introduce a 45-foot high-capacity container for light cargoes. At the same time, a 48-foot container appeared that was not widely used in other lines, but is still used to provide such equipment.

kind for the clientele of the company "APL". Such container equipment does not coincide with the overall dimensions of standard ground transport platforms, so it is loaded on top of ordinary dv-containers.²¹

In a relatively short historical period, intermodals have become one of the basic principles of transport policy in developed countries and a universal logistical tool. The segment of intercontinental general cargo transport is currently provided by intermodal transport systems, whose share in the field of inland transport is growing.

1.2 Legal Regulations and Transport Requirements

In the past, each mode of transport was independent of the others. If the goods from the starting point to the destination were delivered by several different modes of transport, then each section of the general route was considered as a separate stage of transportation. It was regulated by its own legal regime. These legal regimes were established on the basis of national legislation, bilateral agreements (relating to trade between two neighboring states) or multilateral agreements affecting many states.

Intermodal transport is an organizationally very difficult process. It includes carriers of different modes of transport and terminal operators operating different legal conditions. It requires the coordination of the actions of businesses whose interests often do not coincide, the implementation of border and customs procedures and the preparation of a large number of documents. Such transport is accompanied by an intensive exchange of information. The development of intermodal transport has objectively contributed to the separation of the

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operator of multimodal (mixed) transport - a person who takes full responsibility for the transport of several modes of transport and issues the corresponding document to the sender.

The multimodal transport operator (hereinafter "MTO")²² solves a number of complex problems. It develops the optimal route, decides on the choice of modes of transport and carriers, ensures the receipt or execution of all necessary documents, organizes all necessary operations at intersections of modes of transport and at border crossings. In cooperation with other transport participants, it creates a competitive tariff. When organizing intermodal transport, the forwarding company delivers rail vehicles to the place of transport exactly at the time agreed with the customer, performs transport from the place of loading to the place of transshipment to another type of transport and delivery to the destination, provides storage in the customs zone, documentation including sea waybills. If the freight forwarder does everything correctly, the moments of connection of the various modes of transport are adjusted and the goods are not damaged. The main problem of intermodal transport is downtime (often paid).²³

It is obvious that the activities of MTO, its authority and responsibility, the nature of the relationship with other transport participants require appropriate legislation. This regulation is carried out on the basis of special legislation in countries where intermodal transport has developed the most (USA, China). MTO's activities are licensed and the requirements for them provide, above all, reliable protection of shippers' interests.²⁴

The first of the main pieces of legislation is the UNITED NATION Convention (UNITED NATIONS Convention on International Multimodal Transport)²⁵ - the main international agreement in the field of legal regulation of international combined transport. Its standards are binding and apply to all agreements for multimodal and intermodal transport from one place to another located in two countries, provided that the place specified in the multimodal / intermodal transport agreement where the goods are received by the multimodal / intermodal transport operator is in one of the participating States; the place of delivery specified in the

22 Logistics and Trade Advisory. Responsibilities of Multimodal Transport Operators. 2011. [online]. [vid. 2019-

10-24]. Available from: http://g-logistics.blogspot.com/2011/02/responsibilities-of-multimodal.html

23 GERAMI, V. Upravlenie transportnymi systemami. Transportnoe obespechenie logistiky. 2015. [online]. [vid.

2019-10-24]. Available from:

https://studme.org/1866050723478/logistika/operatory_pravovoe_regulirovanie_intermodalnyh_perevozok#507

25 UNCTAD. United Nations Conference on a Convention on International Multimodal Transport. 1981. New

York. [online]. [vid. 2020-11-02]. Available from: https://unctad.org/system/files/official- document/tdmtconf17_en.pdf

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multimodal / intermodal transport agreement by the multimodal / intermodal transport operator is located in one of the participating States.²⁶

Recently, the Uniform Rules of the International Chamber of Commerce for Multimodal Transport Documents and the proforma multimodal transport document, which was developed on their basis, the negotiating multimodal transport document of the FBL bill of lading, have been the most frequently used.²⁷ Its division is mainly due to the fact that the banking community is recognized for use in settlement on the basis of a documentary letter of credit.

The right to issue this document, for example, in the territory of the Russian Federation is reserved only to authorized members of the Association of Russian Carriers or organizations that are members of FIATA directly.²⁸ FIATA has achieved that the FIATA tradable bill of lading for intermodal and multimodal transport (FIATA FBL) has become an important document approved by the ICC - International Chamber of Commerce.²⁹

Currently, for intermodal and multimodal transportation in international mixed traffic, the FIATA Multimodal Bill of Lading - FBL Negotiable FIATA Multimodal Transport Bill of Lading blue, BIMCO Multimodal Waybill (BIMCO “Conbiconwaybill”), BIMCO Multimodal Bill of Lading³⁰ (BIMCO 95 Multimodal Transport Bill of Lading) and the Waybill for multimodal transportation - FIATA FWB Non Negotiable FIATA Multimodal Transport Waybill in white with a green border and BIMCO Waybill (Multimodal Transport Waybill) are used for multimodal transportation of goods.³¹ The last revision of the FIATA FBL / FBL Proforma dates back to 1994. Blank bill of lading is blue.

The client is obliged to guarantee the operator the accuracy of all data about the goods. The operator has the right to choose the route and method of transport without informing the client.

He also has the right to terminate the shipment for external reasons on reasonable and favorable terms, while retaining the right to full cost. The operator is responsible for the loss and damage

26 UNCTAD. United Nations Conference on a Convention on International Multimodal Transport. 1981. Article

2. New York. [online]. [vid. 2020-11-02]. Available from: https://unctad.org/system/files/official- document/tdmtconf17_en.pdf

27 FIATA. Documetns and Forms. [online]. [vid. 2020-12-02]. Available from:

https://fiata.com/fileadmin/user_upload/documents/Diverses/FIATA_Documents_and_Forms.pdf

29 NOVÁK, R. A kol. Mezinárodní silniční nákladní přeprava a zasílatelství. 1. vydání. Praha: C.H. Beck. 302 s.

ISBN 978-80-7400-041-6.

30 NOVÁK, Radek, KOLÁŘ Petr. Námořní nákladní přeprava. Praha: C.H. Beck. 2015. ISBN 978-80-7400-

601-2.

ISBN 978-80-7400-041-6.

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of cargo, while the responsibility is determined on the principle of the network, ie. in accordance with the applicable regulations for transport where the damage was caused.

The operator's liability for cargo damage should not exceed (unless the value of the cargo was specified in the FBL):³²

• 835 SDR units per pack or 2.5 SDR units per kg gross - whichever is higher - if there is a water part of the transport (under the Hamburg rules);

• The operator's liability for the load in accordance with the provisions of CRM may in no case exceed 8.33 units or SDR per 1 kg gross.

Moreover, BIMCO, in accordance with the recommendations of the DRS (European Document and Budget System), issued pro forma bills of lading and waybills, making it easier for operators, including liner shipowners' agents and forwarders, to share their responsibility for transport on separate sections of intermodal transport.³³

The operator is responsible for the delivery delay if its time is agreed by the FBL. Cargo is considered lost if not delivered within 90 days after the agreed or reasonable delivery time. The operator's liability for damage caused by a delay in delivery must not exceed twice the load.

The total liability must not exceed the ultimate liability for the complete loss of the load. The operator is obliged to insure his final liability. The right of transport belongs to the operator from the moment when the goods are accepted under the responsibility and cannot be claimed by the client.³⁴

Notification of the loss of or damage to the goods must be provided to the operator at the time the goods are handed over to the consignee, and in the case of their implicit nature - within the next six calendar days. The limitation period for filing claims is 9 months.³⁵

The rules state that a multimodal transport document must contain complete and accurate information about the transport characteristics of the cargo, its external condition, the name of the sender, the recipient, if declared by the sender, the place and date of acceptance of the cargo by the operator in his charge, place of delivery, date and period of delivery cargo, payments to be paid by the sender, indication of the currencies in which payment is made, the route of

32 Machková,H.,Černohlavková E., Sato, A. Mezinárodní obchodní operace 5. vyd. Praha: Grada, 2010. 153 s.

ISBN: 978-80-247-3237-4.

33 BIMCO. Blank Back Form of Liner Bill of Lading. 2016. [online]. [vid. 2020-12-02]. Available from:

https://www.bimco.org/search-result?term=Blank%20Back%20Form%20of%20Liner%20Bill%20of%20Lading

35Partnership. Freight Claims. 2020. [online]. [vid. 2020-11-25]. Available from:

https://www.partnership.com/pdffiles/hosted%20pdfs/Freight_Claims.pdf

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carriage, the modes of transport used and the place of transshipment of the cargo, the conditions of carriage and any other data that the parties may agree on and include in the document, if it does not contradict the laws of the country in which it is issued. The document must also contain an indication of what it is - negotiable or non-negotiable, information about the number of originals, as well as the operator's signature. Unless otherwise stipulated by the contract, the operator has the right to choose the optimal mode of transport and route of transportation, to carry out the carriage of goods without the consent of the sender.

The main requirements of clients for the intermodal operator: minimum transit rate, minimum transport time, maximum reliability, ie the absence of unforeseen costs and delays in transporting cargo. The intermodal operator is responsible for organizing the freight operations, although he does not have to carry them out himself, prepares the necessary transport documents, ensures customs transit and customs clearance of the cargo and makes settlements with the carriers. The intermodal operator shall conclude a separate contract with each contracting carrier on the basis of international conventions and national law. However, the terms of these contacts do not affect the intermodal operator's obligation to the consignor under the contract. If the sea transport is intermodal, the operator may receive the consignor's cargo at his warehouse, at a container terminal in the port of the country of origin or at the port of the transport terminal (depending on INCOTERMS terms of delivery).

Delivery of goods under an intermodal transport agreement should be ensured by concluding a purchase contract between the seller and the buyer of the goods. In addition, in the purchase contract, the obligation to deliver the goods could be transferred to the seller or the buyer.³⁶ Another fairly important agreement is the European Agreement on Major International Lines:

Combined Transport and Related Equipment (AGTC)³⁷ provides the technical and legal basis for the development of an efficient international infrastructure for intermodal and combined road rail services in Europe. The AGTC defines the most important European railway lines used for intermodal transport and defines important terminals, border points and ferries. It also sets international standards for railway and terminal infrastructure and sets minimum international performance standards for intermodal and combined transport. The agreement entered into force on 20 October 1993.

Another piece of legislation is the Protocol on Combined Transport on Inland Waterways to the European Agreement on Important International Combined Transport Lines and Related

36 LEVKIN, G. Organizaciza intermodalnyh perevozok. 2. vyd. Moskva: Directmedia, 2014. 87 s. ISBN:

5447524849, 9785447524845.

37 UNECE. Protocol to AGTC (inland waterways) - Text of Protocol. [online]. [vid. 2020-11-25]. Available

from: https://www.unece.org/trans/wp24/protocol_text.html

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Installations (AGTC)³⁸: it sets out common requirements for the use of European inland waterways for intermodal and combined transport. The aim is to ensure the transport of containers and "RoRo". European inland waterways and coastal routes are more efficient and attractive to customers. Its geographical coverage corresponds to the network of waterways established by the European Agreement on Important Inland Waterways of International Importance (AGN).³⁹

Regarding working arrangements, road transport between EU countries is the basic Regulation of the European Parliament and of the Council No. 561/2006, on the harmonization of certain social legislation relating to road transport. In the case of transport between an EU Member State and a non-member country but a signatory to the AETR Agreement (European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport; Geneva, 1970), the provisions of the AETR Agreement apply.⁴⁰

International legal norms for multimodal transport are currently determined by the UNCTAD / ICC⁴¹ rules 1992 and 1995 (These editions are not fundamentally different from each other).

The rules contain the concepts of multimodal transportation, operator, cargo. Under the concept of "cargo" the Rules treat any property (any), including containers, pallets or similar (similar) devices for transporting or combining small-lot cargo into a unified consignment (articles), not provided by the operator. Therefore, a container, pallet, etc. is considered a place or unit of cargo, if the multimodal transport document does not list the number of cargo items packed in this container or on a pallet, etc.

38 United Nation Treaty Collection. Transport and Communications. Protocol on Combined Transport on Inland

Waterways to the European Agreement on Important International Combined Transport Lines and Related Installations (AGTC) of 1991. Geneva. [online]. [vid. 2020-12-02]. Available from:

https://treaties.un.org/Pages/ViewDetails.aspx?src=TREATY&mtdsg_no=XI-E-2-a&chapter=11&clang=_en

39 UNECE. Rabochaja gruppa po intermodalnym perevozkam i logistiky. [online]. [vid. 2019-12-09]. Available from: https://www.unece.org/fileadmin/DAM/trans/wp24/Tryptique_WP24_Russian.pdf

ISBN 978-80-7400-041-6.

41 UNCTAD. Implementation of multimodal transport rules. 2001. [online]. [vid. 2020-11-25]. Available from:

https://unctad.org/system/files/official-document/posdtetlbd2.en.pdf

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2 Intermodal Transport in Germany, the Russian Federation and China

In this chapter I will focus on the analysis of selected countries: Germany as an advanced European country, important in terms of transport and production; Russia as the world's largest state with great potential; Asia as the most important trading partner of Europe and Russia.

Since my thesis will be based on the example of an international company, I decided to consider 3 countries where the company has large branches and an extended transport infrastructure.

In this chapter I will analyze intermodal system of Germany, Russia and China. I will describe the history of development of intermodal system in each county, important ports of countries and possible disadvantages of intermodal system.

2.1 Analysis of the Mode of Intermodal Transport in Germany

For the first time, the transport of cars by rail took place in 1954-1960 in Germany. At that time, the most advantageous ways of loading cars onto wagons (approach from the front / side ramp, securing cars on wagons and checking the passage profile) were tested.

In the 1960s Germany trucks goods from Ludwigshafen to Italy with tank trucks. The passage through the Alps was quite complicated in the winter, so in 1964 German companies began transporting goods across Swiss territory in classic flatbed trucks. The beginning of the 1970s and 1980s marked the introduction of new routes of accompanied transport and the development of low-floor cars in Germany. However, the operation of the RoLa system in Germany was not competitive, and in 1994 companies such as the German Railways (DB) and the Kombiverkehr decided to suspend operations on the German RoLa routes. Only the Manching - Brenner line remained in operation, offering 15 departures per day. This method had the only drawback, the wagon is transported a heavy road set with its own traction, which itself has, without load, a large weight.⁴²

Currently, intermodal freight transport is developing successfully in Germany. Intermodal transport is covered by the International Union of Combined Transport Companies (UIRR - Union Internationale des Sociétés Rail - Route), which coordinates the cooperation of rail and road carriers and operators. 30% of European intermodal transport is located between the Rhine Delta (Netherlands-Germany) and the Po river valley in Italy. Intermodal mode of transport

42Doprava Logistika. Kombinovaná doprava. [online]. [vid. 2019-12-17]. Available from:

https://www.dlprofi.cz/33/kombinovana-doprava-uniqueidmRRWSbk196FNf8- jVUh4Eo5WmHYoyUcVu9toe6ETmmg/

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typically offer a more favourable price of transporting by rail, river or sea than by road.⁴³ Germany carries nearly 120 billion tonne-kilometers of freight and is considered the largest rail freight market in Europe.⁴⁴

To ensure the efficient functioning of intermodal freight transport, it is necessary to:⁴⁵

• Relatively long transport distance (over 500 km), but in Europe 57% of freight transport is less than 150 km.

• Public transport, which requires the intensive use of special transport corridors.

• Special infrastructure and terminals (however, many areas do not have intermodal infrastructure).

• Strong political will.

• Creation of regulatory tools.

Intermodal rail / road transport accounts for a quarter of rail transport in Germany. It is mainly the transport of containers and interchangeable tanks. Traffic decreases only by road (less than 20% of traffic is rail - road). River intermodal transport is growing rapidly, but represents only 5% of transport. Intermodal container transport is growing rapidly with the support of the European Union (maritime / road, coastal).⁴⁶

There is no organizational structure in EU countries for intermodal transport operations.

Member Combined Transport Operators (UIRRs) play a key role in organizing intermodal (road and rail) transport. Operators purchase transport services from a railway transport company, organize and manage rail transport in a "terminal-terminal" system. ATP assumes transport from the sender to the terminal and from the final terminal to the recipient using their own vehicles. ATP and forwarders are often shareholders of CT operators. they are mainly the owners of the terminals, but it should be emphasized that, although they are the owner or operator of the terminal, the terminals allow unrestricted access to all participants in the combined transport market.⁴⁷

43 OECD/ITF. Port Competition and Hinterland Connections. 2009. [online]. [ vid. 2020-12-02]. Available

from: https://www.itf-oecd.org/sites/default/files/docs/09rt143.pdf

44 STATISTA. Global rail freight traffic between 2018 and 2019, by region. 2020.[online]. [vid. 2020-12-02].

Available from: https://www.statista.com/statistics/263543/global-performance-in-rail-freight-services-by- region/

45 Zheleznye dorogy mira. Intermodalnye perevozky v Evrope. [online]. [vid. 2019-12-17]. Available from:

http://1430mm.ru/node/81

46 Zheleznye dorogy mira. Intermodalnye perevozky v Evrope. [online]. [vid. 2019-12-17]. Available from:

http://1430mm.ru/node/81

47 Lobanov Logist. Ocenka kachestva funkcionirovanija intermodalnych perevozok v Evrope. [online]. [vid.

2019-12-21]. Available from: https://www.lobanov-logist.ru/library/352/55020/

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Despite existing barriers, intermodal transport is developing rapidly in Germany, also thanks to the development of container transport by ship.⁴⁸ Container transport is the most important form of intermodal transport. The number of container ships is still growing, the number of ports they can sail to is declining. Therefore, according to representatives of the European Intermodal Transport Association, it is necessary to ensure that national transport is as efficient as container transport.

Currently, a large volume of container transhipment in seaports is controlled by the following operators: Port of Singapore Authority International, Hutchison Port Holding, APM Terminals, Dubai Ports World, Terminal Investment Limited, COSCO Shipping Ports.⁴⁹ Two other intermodal operators are also expanding their business. One of them - Hutac's ShuttleNet offers transport in the following directions: Antwerp - Brescia, Rotterdam - Worms, Rotterdam - Noverra, Germany - Milan. New communications have also been launched between the German port of Duisburg and Vienna and Budapest.⁵⁰

Kombiverkehr, which cooperates with Hupac in some areas, transports from / to Germany, for example Bremen - Mannheim, Duisburg - Novarra, Munich - Verona. DHL has also started using rail transport.⁵¹ Well-known intermodal operators Stinnes, the Hamburg / Hannover / Munich / Nuremberg line and the Westphalian line to the Wustermark near Berlin were launched.⁵²

In the work, I would also like to focus on large ports in Germany. There are 5 main ports in Germany: Port of Bremerhaven, Port of Duisburg, Port of Hamburg, Port of Kiel and Port of Wilhelmshaven. The largest port in Germany is the port of Hamburg: The Hamburg-Billwerder terminal has a high reputation as a hub connecting truck and rail, primarily known as the continental intermodal road / rail transport services. Last but not least, due to its geographical location, the terminal performs a growing number of other functions. It is not only a place of arrival and departure for German and international shuttle trains, but also an important railway gate terminal for international long-distance transport services. It also connects the Baltic ports of Kiel, Lübeck and Rostock with the European intermodal network via the short Hamburg-

ISBN 978-80-7400-041-6.

49 KOLÁŘ, P. Intermodální přeprava se zvláštním zřetelem na její organizaci a řízení. Praha: Wolters Kluwer ČR, 2019. 15 s. ISBN 978- 80-7598-415-9.

50 Arquivo. ERTMS Corridor route comparison. 2008. [online]. [vid. 2019-11-28]. Available from:

https://arquivo.pt/wayback/20160519183853/http://ec.europa.eu/transport/rail/doc/2008_ertms_corridor_route_c omparison.pdf

51 Fishnet. Obzor perspektiv zheleznych dorog na mirovom rynke perevozok rybnoy produkcii. 2006. [online].

[vid. 2019-11-28]. Available from: https://www.fishnet.ru/news/novosti_otrasli/263.html

52 Bahnnews. Bahnjahresrückblick. 2005. [online]. [vid. 2019-11-28]. Available from:

http://www.bahnnews.info/jahresrueckblick2005.htm

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Billwerder shuttle trains. For some sea containers from the port of Hamburg, the inland terminal also acts as an additional hub, allowing them to reach the hinterland from Hamburg. The most important destinations outside Germany for the transport of container trains from Hamburg are the Czech Republic, Austria, Poland and Switzerland. The largest German states in terms of volume of cargo transported to the domestic seaport - inland rail services are Baden- Württemberg, Bavaria and North Rhine-Westphalia.⁵³ Hamburg is a universal port that offers the transhipment options for all types of intermodal connection - from ordinary containerized cargo to bulk, from project cargo to liquid cargo. There are also special terminals for recyclable and recycled goods. Over an area of over 71 square kilometers, there are more than 50 transhipment systems that ensure trouble-free handling of various goods. Around 290 berths offer space for ships of all sizes: mainly large shipping containers and bulk ships, oil and chemical tankers, RoRo trucks and general trucks, inlet and inland vessels. Fast and safe handling of goods is ensured by state-of-the-art handling technologies and qualified experts.⁵⁴ The port of Hamburg is the largest German and third largest container port in Europe and plays an important distribution role for global goods flows. Four high-performance container terminals allow an annual handling capacity of approximately 12 million TEU (standard 20 TEU containers) in their systems. To this are added the capacities of numerous multi- purpose terminals, which, in addition to ordinary cargo, also handle container cargo.

A characteristic feature of this logistics facility is that it is directly connected to the railway station. Equipping all container terminals in Hamburg with an integrated train terminal makes a decisive contribution to Hamburg's position as Europe's leading railway port. The group of container terminals includes: HHLA Container Terminal Burchardkai, HHLA Container Terminal Tollerort, HHLA Container Terminal Altenwerder and EUROGATE.⁵⁵ The system works in such a way that after a month the ship arrives at the port of Hamburg, where the container is transferred to the next selected type of transport. A vessel carrying a floor container is transhipped at the CTT terminal. The process of unloading a container from a ship usually takes about 2 days.⁵⁶

The second group of terminals is RoRo: In Hamburg, one of the seven multi-purpose systems handles non-storable cargo, especially heavy goods, oversized consignments or rail cargo. Here

53 Port of Hamburg Magazine. Trans Port on Rails. Hamburg. 2018. [online]. [vid. 2019-12-08]. Available from:

https://www.hafen-hamburg.de/en/press/media/brochure/port-of-hamburg-magazine-2-2018---37999

54 Port of Hamburg. Handling facilities to meet every need. [online]. [vid. 2019-12-21]. Available from:

https://www.hafen-hamburg.de/en/terminals

55 Port of Hamburg. Germany's largest container port [online]. [vid. 2019-12-21]. Available from:

56 KRÁSENSKÝ, D. Kontejnerová doprava je páteří globální logistiky. [online]. [vid. 2019-12-29]. Available from: http://m.systemonline.cz/it-pro-logistiku/kontejnerova-doprava-je-pateri-globalni-logistiky.htm

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it is possible to load and unload project equipment weighing several hundred tons using special equipment. There are also a number of systems that specialize in certain product groups, such as vehicles, fruits, cocoa or other foods. These include: Unikai, Wallmann & Co, BLG LOGISTICS GROUP, HHLA Frucht- und Kühlzentrum, Steinweg.⁵⁷ Then it's time for mass terminals. Bulk cargo handling in Hamburg is of particular importance for the supply of raw materials and for trade. Approximately 40 million tonnes of bulk goods are handled in Hamburg each year. These include bulk goods such as building materials and fertilizers, grain and animal feed, mining goods such as ores and coal, and liquid goods such as mineral oils and chemicals.

These include: Vattenfall Heizkraftwerk Moorburg, Kalikai, GTH Getreide Terminal Hamburg, Oiltanking, Rhenus Midgard Hamburg, Evos Hamburg - Site Neuhof, Trimet Aluminum, Peute Baustoff, ADM, Werk Noblee & Thörl, Louis Hagel, Haltermann Products, ISR Itzehoer Schrott und Recycling , HaBeMa Futtermittel GmbH & Co. KG, HJM, Bomin Tanklager Hamburg, Aurora Mühle Hamburg, ArcelorMittal Hamburg, Agrar Terminal Peter Rothe, Silo P. Kruse, ADM Silo Hamburg, HANSAPORT, C., Rhenus Midgard, Dradenau, Aurubis, Sasol Wax, EMR European Metal Recycling, Cargill GmbH, H&R Ölwerke Schindler, HOLBORN Europa Raffinerie, TWG Tanklager Wilhelmsburg, UNA-HAKRA.⁵⁸

The second main port in Germany is Bremerhaven/Bremen. The twin-ports of Bremen/Bremerhaven are the most important. The terminals at Bremen and Bremerhaven work with almost every type of cargo: containers, cars, bulk, hazardous goods and project loading.

Port in Bremen is aimed at project cargo, iron and steel products, forest products and handling containers and heavy lift with floating cranes. The ports of Bremen have well developed rail infrastructure and the terminal railway covers a total length of 193 km.⁵⁹

Bremerhaven is one of the leading transshipment hubs for intermodal import and export traffic.

This port uses the company AB-InBev especially for export beer products to other countries and transfer goods inside the country.

57 Port of Hamburg. Special equipment at the multi-purpose terminals. [online]. [vid. 2019-12-21]. Available from:

58 Port of Hamburg. Bulk cargo terminals ensure supply of raw materials. [online]. [vid. 2019-12-21]. Available from: https://www.hafen-hamburg.de/en/terminals

59 Bremen Ports. Two cities, one Port. 2020. [online]. [vid. 2020-11-25]. Available from:

https://bremenports.de/en/hafeneisenbahn/unternehmen7-2/